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EOAC Division Structure
Year 2001

The five 'divisions' that make up EOAC are actually wholly owned subsidiaries or franchise operations. Technically EOAC is the parent company, employing the flight crews directly, with the five smaller enterprises employing ground crews and owning/maintaining their own aircrafts. Each has it's own operational terms of reference and together they act according to the business strategy of the holding company.

These divisions are briefly described below:


EOA (European Overseas Airways)

- set up to fly the long distance routes from London Heathrow (later Geneva). As this division came to be seen as the flag carrier for the group it adopted the EOAC name and is now officially known as EOAC. Although EOA has in the recent past been the most dominant of the four divisions it's influence is now rapidly waning. Extravagant strategies and wild schemes (for example: the return to the UK and purchasing how many MD-11s and 747s?) mean that this division has never once made a profit in it's entire history and is now under great pressure to streamline. The EOAC aircrafts are commonly seen on the long haul routes out of Europe and the division maintains hubs at Geneva Cointrin, London Heathrow, Paris Charles De Gaulle and now Tel Aviv Ben Gurion. EOA have recently withdrawn much of their presence from Brussels National in order to provide further slots for the rapidly expanding (and very profitable) EAC division. ^

EAC (European Airways Company)

- set up to fly regional European flights based from the regional network hubs at London Heathrow, Bristol, Birmingham, Liverpool, Berlin, Paris, Amsterdam, Lisbon, and Rome. EAC has turned in record profits in the last financial year and the divisions management have consequently increased their power at board level. This has caused 'political' difficulties with those at EAC's sister company, EOA, whose management style has long angered EAC's more realistic and careful planners. Despite this, recent rumours of the sale of one or both divisions have been proved untrue, with the EOAC holding company's principle shareholders taking a much greater interest in the divisions making up EOAC. EAC now maintain hubs at Paris, Brussels, London, Manchester and, of course Geneva and operate most of the European and Mediterranean routes.  ^

EOAsia (European Overseas Asia)

- set up to fly routes from Hong Kong in the early 1970s EOAsia has since moved to Singapore (in 1992). EOAsia languished for many years as a subsidiary of EOA but were purchased by the EOAC holding company in 1999 (effectively writing off the losses of many years). EOAsia has yet to turn a profit but the resurgent Far East economy and improvements to the operational structure give the division's management team much to hope for. EOAsia is based only at Singapore Changi anf fly many of the difficult routes throughout the Pacific Rim. EOAsia are now in possession of many of the most modern aircrafts on the fleet and current thinking has confirmation of a large order with Airbus likely within the next months.  ^

EOAmericas (European Overseas Americas)
- set up to fly routes within South America in the late 1960s, EOAmericas have survived a difficult period and are still not assured of a future. Like EOAsia, EOAmericas have recently been purchased by the EOAC holding company from EOA but as of yet there has been little investment. Despite this, recent moves to standardise equipment used within South America, improved schedules and other streamlining measures have paid off, with passngers increasing significantly in the last 12 months. EOAmericas are based at Rio de Janeiro and fly routes throughout the Americas.  ^

ESA (European Scandinavian Airways)
- European Scandinavian Airways are the youngest of the EOAC divisions and have been set up as a franchise operated in partnership with local enterprise to fulfill a perceived requirement to expand services to cover Baltic and Scandinavian routes. Based at Stockholm Arlanda, ESA wet lease a not insignificant fleet from the EOAC holding company. Aircrews treated much as in any other division, being employed or subcontracted from EOAC.  ^


As previously mentioned, all aircrews are employed directly by EOAC who are subcontracted by the five divisions. Pilots and cabin crews carry out 'tours of duty' of varying lengths according to the situation at the time. The nature of these tours can vary immensely, with the wishes and individual contracts of the crew taken into consideration. Some EOAC pilots have flown from Paris on local routes for more than ten years. Other pilots move constantly around the globe, requesting and often receiving permission to move to other hubs. Relief pilots may find that they fly for no particular hub, constantly moving from location to location. To EOAC there is no difference in status other than with regard to the pilot's type rating.

All pilots belong to an organization referred to as the Pilot's Union. While in the early days of EOAC this did have some of the trappings of a true Trade Union this has involved to something a little different. On one hand the Pilot's Union is a means of making open representations to the EOAC Management in a such a fashion that views can quickly be enacted upon. On the other hand it is an elitist social group where the EOAC Aviators discuss anything of interest with their peers.   ^

Related items:

Pilot Union - EOAC Aviators discussion about anything of interest with their peers.

History Forum - discuss virtual timeline, real historical events of the airline industry and how they affected development of EOAC. Add your touch to the virtual life of our fine VA.


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